Ebullient cooled turbocharger bearing housing

ABSTRACT

A turbocharged internal combustion engine system including a liquid-cooled internal combustion engine, a heat exchanger for cooling the liquid, a pump for pumping cooled liquid from the heat exchanger to the engine, and a turbocharger including a rotary turbine and a rotary compressor, a housing containing the turbine and the compressor, a shaft interconnecting the turbine and the compressor and bearings journalling the shaft within the housing between the turbine and compressor. Exhaust gases from the engine are directed through the turbine to drive the same and air from the compressor is directed to the engine. A liquid passage is located in the turbocharger housing and is operatively interposed between the turbine and the bearing. The passage has a lower inlet and an upper outlet and liquid coolant from the engine is directed to the inlet. Coolant from the output is directed to the heat exchanger or other suitable compartment in the engine coolant system so as to allow flow while the engine is operating and under the following conditions. Thermosiphoning of the coolant will occur through the passage when the engine is not operative, resulting in ebullient cooling of the housing immediately adjacent the bearings when the engine is not operating. As a result, thermal damage to the bearings is prevented and coking of the residual oil on the inside walls of the housing is also prevented.

BACKGROUND OF THE INVENTION

This invention relates to turbochargers and internal combustion enginesystems including turbochargers.

Prior art of possible relevance includes commonly assigned U.S. Pat. No.3,740,170, issued June 19, 1973 to Miller; and the present invention isan improvement on the invention disclosed therein.

Turbochargers are frequently employed in connection with internalcombustion engines for compressing combustion air prior to its use bythe engine. Typically, exhaust gases from the engine are conveyed to theturbocharger to provide the motive force for compression of thecombustion air. As a consequence, the turbocharger housings aresubjected to elevated temperatures of the exhaust gases requiringprovision for the cooling of bearings to prevent premature failure dueto thermal deterioration.

The above identified Miller patent illustrates one such constructionwherein lubricating oil is directed to the bearing for the bifoldpurpose of lubricating and cooling the same. The Miller approach isquite satisfactory for its intended purpose in most installations.However, where the pump for the oil is engine driven and where theturbocharger runs excessively hot due to elevated exhaust systemtemperature or is located in a cover for fire insulation and/or noisesuppression, premature bearing failure and/or turbine end oil sealfailure and/or coking of the oil in the housing may nonetheless result.

In particular, once the engine is turned off, the lubricating oil willno longer be directed to the bearings to cool the same. At the sametime, residual heat in the turbine section from exhaust gases will bepresent and cannot readily escape the turbocharger environment due tothe fact that the turbocharger is enclosed in such a cover or theexhaust temperature was so high at shutdown that normal conductionoverheats the bearings and seals. As a consequence, the heat of theturbine section will flow to the housing in the area of the bearings andseal and to the bearings and cause coking of the lubricant remaining inthe housing and on the bearing surfaces which, in turn, will result inundesirable premature seal and bearing failure.

To avoid such a problem, it has been proposed to provide a coolingsystem for turbocharges for cooling the turbocharge after the engine hasbeen shut off. Rust, in U.S. Pat. No. 3,827,236, issued Aug. 6, 1974,discloses such a system which includes an auxiliary pump which iscontrolled by a temperature responsive switch in the turbocharger. Afterthe engine is shut down, and when temperatures are sufficiently high asto cause bearing damage, the auxiliary pump is driven by an electricmotor to provide cooling oil until safe temperatures are attained. Whilethe Rust system also works well for its intended purpose, it requiresadditional equipment in the form of switches, pumps, etc., and alsoimposes a drain on the battery when the engine is not running.

SUMMARY OF THE INVENTION

It is the principal object of the invention to provide a new andimproved turbocharger. More specifically, it is an object of theinvention to provide a turbocharger construction wherein means areprovided for cooling the housing in the area near the bearings and theseal when the engine is shut off, and which are inexpensive inconstruction and do not require an operative power source when theengine is shut down to perform the function.

An exemplary embodiment of the invention achieves the foregoing objectin a turbocharger construction including a housing having turbine andcompressor chambers. A shaft is in the housing and extends between andinto the chambers and bearings and seals are disposed in the housingadjacent the chambers for journalling and sealingly engaging the shaft.An impeller is mounted on the shaft within the compressor chamber and aturbine wheel is mounted on the shaft within the turbine chamber.Appropriate air and exhaust inlets and outlets are provided for thechamber. A coolant passage is disposed in the housing between theturbine chamber and the adjacent bearings in heat transfer relation tothe turbine chamber and includes an upper outlet which is adapted to beconnected to a heat exchanger or the like which cools engine coolant anda lower inlet which is adapted to receive the engine coolant.

Other objects and advantages will become apparent from the followingspecification taken in connection with the accompanying drawings.

DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic illustration of an internal combustion enginesystem embodying a turbocharger made according to the invention;

FIG. 2 is an end view of a turbocharger made according to the inventionwith parts broken away for clarity; and

FIG. 3 is a sectional view taken approximately along the line 3--3 ofFIG. 2.

DESCRIPTION OF THE PREFERRED EMBODIMENT

An exemplary embodiment of a turbocharged internal combustion enginesystem embodying the invention is illustrated in FIG. 1 in schematicform in a closed coolant system and is seen to include a heat exchanger10. However, as will be seen, the turbocharger of the present inventionmay be advantageously employed in vented coolant systems.Illustratively, the heat exchanger 10 may include a removable pressureseal can 12 of conventional construction. Coolant, after being cooled bythe heat exchanger 10 in a conventional fashion is directed by a pump 14to an engine 16 to cool the engine. The engine, during operation,directs exhaust to a turbocharger 18 which typically may be contained ina closed cover 20 utilized for fire insulation and/or noise suppressionpurposes. The engine 16 receives compressed air from the turbocharger18. Suitable means are provided so that inlet air is directed to theturbocharger and spent exhaust gases exit therefrom.

A conduit 22 extends from the coolant system of the engine 16 to theturbocharger in a manner to be described in greater detail hereinafter,while a conduit 24 extends from the turbocharger 18 to the heatexchanger 10 or other suitable engine coolant compartment to redirectcoolant at an elevated temperature to the heat exchanger. In addition,means (not shown) are provided for directing engine lubricant to andfrom the turbocharger for the purpose of lubricating bearings employedin the turbocharger itself.

Referring now to FIGS. 2 and 3, the turbocharger 18 will be described ingreater detail. The turbocharger 18 includes housings, generallydesignated 30, having at opposed ends, a turbine chamber 32 and acompressor chamber 34. The chambers 32 and 34 are separated by ajournalling housing 36. A shaft 38 extends through a bore 40 in thejournalling housing 36. A shaft 38 extends through a bore 40 in thejournalling section 36 and into the chambers 32 and 34. Within thechamber 32, the shaft mounts a bladed turbine wheel 42 of conventionalconstruction, while in the compressor chamber 34, a bladed impellerwheel 44 is similarly carried by the shaft.

The turbine chamber 32 includes an exhaust gas inlet 46 which may beconnected to the engine 16 in a conventional fashion and through whichexhaust gases will flow to impinge against the turbine wheel 42 anddrive the same as well as the shaft 38. Spent exhaust gases exit thechamber 32 through an outlet 48.

The compressor chamber 34 includes an inlet 50 through which combustionair may enter the chamber 34 to be compressed by the impeller 44 whendriven by the shaft 38. The chamber 34 includes an outlet 51 which isconnected to the engine in a conventional fashion to deliver compressedcombustion air thereto.

The journalling section 36, at opposite ends thereof, and within thebore 38, mounts bearings 52 and 53, the bearings 52 being adjacent thecompressor chamber 34 and the bearings 53 being adjacent the turbinechamber 32. Seals 54 and 55 engage the shaft 38 adjacent the chambers 34and 32, respectively, preventing the entry of gas and the exit oflubricant into and from the journalling section 36. The journallingsection 36 includes an oil inlet 56 into which oil may be introducedfrom the oil pump of the engine 16 and an oil outlet 58 from which oilmay pass back to the engine 16. Passages 60 extend from the inlet 56 tothe bearings 53 to deliver lubricating oil thereto. Oil emanating fromthe bearings 53, after lubricating and cooling the same, will impingeupon a surface 61 adjacent the seal 55 flow to the outlet 58 via achamber 62 in the journalling section 36. Similar passages 64 directlubricating and cooling oil to the bearings 52 and other componentsadjacent the compressor chamber 34, generally in the manner disclosed inthe previously identified Miller patent, the details of which areincorporated by reference.

Interposed between the bearings 53, which are adjacent the turbinechamber 32, and the turbine chamber 32, and adjacent to the seal 55 andin heat transfer relation with such components is an annular chamber 66which surrounds the shaft 38. The chamber 66 includes a lower inlet 68which is adapted to be connected to the coolant system of the engine 16to receive coolant therefrom. The annular chamber 66 also includes anupper outlet 70 which is adapted to be connected to the heat exchanger10.

As a result of the foregoing, it will be appreciated that engine coolantwill flow through the chamber 66 from the bottom to the top thereof tothe heat exchanger 10 to provide some cooling action for the bearings 53during operation of the engine 16. However, during engine operation,principal cooling of the bearings 53 takes place by reason of thepassage of oil thereto through the passages 60.

However, when the engine is turned off, the oil pump associatedtherewith will no longer deliver oil to cool the bearings 53 and someoil will remain within the bearings 53 or the seal 55 and on the surface61 of the chamber 62. Heat from the hot turbine chamber 32 adjacent tothe bearings 53, seal 55 and the chamber surface 61 could cause suchresidual lubricant to coke up if such heat transfer were not impeded. Inthe present invention, when employed in a closed coolant system asillustrated, such heat transfer is impeded by the provision of theengine coolant in the chamber 66 which will flow therethrough after theengine has been turned off, due to thermosiphoning. As can beascertained from FIG. 1 and the foregoing description of the specificsof the turbocharger construction, by virtue of the location of the inletand outlet cooling passages, hot coolant and steam will rise and bereplaced by fresh coolant from engine system supply. That is, coolantwill thermosiphon through the chamber 66. Ebullient cooling will thenoccur in the chamber 66, principally on the wall thereof shared by theturbine chamber 32 to cool the same. To the extent that any vaporsgenerated by such ebullient cooling do not condense within the chamber66, they will exit through the upper outlet to the heat exchanger wherecondensation will occur to continue to the draw of coolant through thechamber 66. The action will continue until such time as an equilibriumis attained. At that point, the temperature of the turbine chamber 32will be considerably reduced from its operating temperature to a lowlevel whereat coking of lubricant at the bearings 53, seal 55 andsurface 61 will not occur. Thus, long life of such bearings and seals isassured.

The invention may also be utilized in vented coolant systems so long asthe outlet 70 of the chamber 66 is at or below the upper surface of thecoolant employed to insure that the chamber will always be filled withcoolant. In such a system, thermosiphoning will not occur but ebullientcooling will, rapidly lowering the temperature of the turbocharger inthe vicinity of the bearings 53, the seal 55 and the surface 61 to theboiling point of the coolant to prevent coking of the lubricant.

In general, it is not necessary to provide similar means for cooling thebearings 52 in that, being adjacent the air inlet 50, incoming air willbe sufficiently cool so as to maintain those bearings at a low leveltemperature when the engine is shut off.

While the invention has been described and illustrated with theturbocharger in series with the engine and the heat exchanger, othercoolant routes may be employed. For example, coolant from the outlet 70could be returned to the engine above the level of the outlet 70.Alternatively, the coolant route shown in FIG. 1 could be in parallelwith an additional coolant route directly from the engine to the heatexchanger.

From the foregoing, it will be apparent that a turbocharger madeaccording to the invention ensures adequate cooling of bearings evenafter the engine is turned off in a relatively severe operatingenvironment, such as a closed housing. It will also be appreciated thatauxiliary equipment, such as an auxiliary pump, control switches, and anauxiliary power source other than the engine are not required. As aconsequence, an internal combustion engine system embodying aturbocharger made according to the invention can be fabricated with aminimum of expense and yet will have long life.

What is claimed is:
 1. In a turbocharged, internal combustion enginesystem, the combination of:a liquid cooled, internal combustion engine;a heat exchanger for cooling the liquid from the engine; a turbochargerincluding a rotary turbine and a rotary compressor, housings containingthe turbine and the compressor, a shaft interconnecting the turbine andthe compressor and bearings journalling the shaft within the housingadjacent the turbine; means for directing exhaust gases from said engineto said turbine to drive the same; means for directing air from saidcompressor to the engine; a liquid passage in said housing operativelyinterposed between said turbine and said bearings and having a lowerinlet and an upper outlet; means for directing liquid coolant from saidengine to said inlet; and means for directing coolant from said outletto said heat exchanger whereby thermosiphoning of said coolant throughsaid passage will occur when said engine is not operative and ebullientcooling of said housing immediately adjacent said bearings will occur.Iadd.due .Iaddend.to the presence of liquid in said passage to therebyprevent excessive heat buildup in said housing even when said engine isnot operative and thereby prevent thermal damage to said bearings. 2.The system of claim 1 further including an oil inlet and an oil outletin said housing and including an oil passage extending to said bearings,liquid coolant in said passage cooling said bearings to prevent thecoking of the oil therein even when said engine is nonoperative.
 3. Thesystem of claim 2 wherein said heat exchanger includes a pressure sealand is operative to contain fluid under elevated pressure duringoperation of said engine.
 4. The system of claim 1 wherein said liquidpassage comprises an at least partially annular chamber disposed aboutsaid shaft. .[.5. A turbocharger for use with a liquid cooled, internalcombustion engine comprising:a housing including turbine and compressorchambers; a shaft in said housing extending between and into saidchambers; bearings in said housing adjacent said chambers andjournalling said shaft; an impeller mounted on said shaft within saidcompressor chamber; a turbine wheel mounted on said shaft within saidchamber; an air inlet and an air outlet in said compressor chamber; anengine exhaust inlet and an engine exhaust outlet in said turbinechamber; an annular or partly annular liquid coolant receiving chamberin said housing about said shaft and between and sealed from saidturbine chamber and said adjacent bearings; an upper liquid enginecoolant outlet for said annular or partly annular chamber; a lowerliquid engine coolant inlet for said chamber; and lubricant passagesseparate from said chamber and coolant inlet and outlet and extending tosaid bearings..]. .[.6. A turbocharger for use with a liquid cooled,internal combustion engine comprising:a housing including turbine andcompressor chambers; a shaft in said housing extending between and intosaid chambers; bearings in said housing adjacent said chambers andjournalling said shaft; an impeller mounted on said shaft within saidcompressor chamber; a turbine wheel mounted on said shaft within saidturbine chamber; an air inlet and an air outlet in said compressorchamber; an engine exhaust inlet and an engine exhaust outlet in saidturbine chamber; an engine coolant receiving passage in said housingbetween said turbine chamber and said adjacent bearings and in heattransfer relation to but sealed from said turbine chamber; at least onelower, liquid engine coolant inlet in said housing for said passage; atleast one upper, liquid engine coolant outlet for said passage;lubricant passages in said housing extending to said bearings, saidlubricant passages being separate from said coolant passage; and atleast one inlet and outlet in said housing for said lubricantpassages..].